WO2003014559A1 - Procede de formation de melange et de combustion pour moteurs thermiques a injection directe du carburant - Google Patents

Procede de formation de melange et de combustion pour moteurs thermiques a injection directe du carburant Download PDF

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Publication number
WO2003014559A1
WO2003014559A1 PCT/DE2002/002823 DE0202823W WO03014559A1 WO 2003014559 A1 WO2003014559 A1 WO 2003014559A1 DE 0202823 W DE0202823 W DE 0202823W WO 03014559 A1 WO03014559 A1 WO 03014559A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
fuel injection
injection nozzles
combustion chamber
combustion
Prior art date
Application number
PCT/DE2002/002823
Other languages
German (de)
English (en)
Inventor
Cornel Stan
Original Assignee
Cornel Stan
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Cornel Stan filed Critical Cornel Stan
Priority to US10/485,753 priority Critical patent/US20060054130A1/en
Priority to DE50208798T priority patent/DE50208798D1/de
Priority to DE10293557T priority patent/DE10293557D2/de
Priority to JP2003519256A priority patent/JP2004537004A/ja
Priority to EP02794492A priority patent/EP1412634B1/fr
Publication of WO2003014559A1 publication Critical patent/WO2003014559A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/045—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into the combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B23/104—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector being placed on a side position of the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads
    • F02F1/4214—Shape or arrangement of intake or exhaust channels in cylinder heads specially adapted for four or more valves per cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/08—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition
    • F02B23/10—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder
    • F02B2023/103—Other engines characterised by special shape or construction of combustion chambers to improve operation with positive ignition with separate admission of air and fuel into cylinder the injector having a multi-hole nozzle for generating multiple sprays
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/12—Other methods of operation
    • F02B2075/125—Direct injection in the combustion chamber for spark ignition engines, i.e. not in pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F2001/244—Arrangement of valve stems in cylinder heads
    • F02F2001/245—Arrangement of valve stems in cylinder heads the valve stems being orientated at an angle with the cylinder axis
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the task relates to a mixture formation and combustion method for heat engines by means of direct fuel injection through two or more injection nozzles per combustion chamber, the fuel jacket formed partially or completely by each nozzle forming the lateral surfaces of the further nozzles at a specific angle and with a specific assignment of the axis of symmetry penetrates, as well as a device for performing the method.
  • Preferred areas of application are single and multi-cylinder gasoline and diesel engines with direct injection of conventional and alternative fuels using multi-hole nozzles and pin nozzles.
  • Diesel processes are predominantly equipped with one injection nozzle per cylinder.
  • the fuel atomization requires small flow cross-sections through the injection nozzle.
  • the fuel exit speed is set accordingly high in the previously known technical solutions, which is achieved in most methods by a high injection pressure.
  • a high drop velocity generally leads to a corresponding increase in the beam length.
  • the combustion chambers of modern piston engines are, however, very compact. In the case of the methods shown, this leads to the disadvantage of a very likely jet impact on one of the combustion chamber walls, as a result of which the formation of liquid nuclei, a local lack of oxygen or reactions on the relatively cold combustion chamber wall occur, which causes incomplete combustion with increased hydrocarbon emission.
  • the drop size and the beam length are partially in conflict.
  • the jet length is partially compensated for by some known methods by swirling the injected fuel around the flow axis.
  • Adequate mixing or controlled charge stratification is carried out in the previously known solutions with the support of the fuel jet itself or the air flow in the cylinder and the design of the combustion chamber.
  • the injection nozzle and spark plug are mounted at a greater distance from one another.
  • the injected fuel is conducted to the spark plug by means of a combustion chamber trough, a purge air movement (tumble or swirl) controlled by inlet channels and combustion chamber geometry having a supporting effect.
  • the beam deflection by means of the combustion chamber trough, which is partly supported by the air movement, allows a mixture that is relatively insensitive to tolerances.
  • the basic disadvantage of such a solution is the relatively high hydrocarbon emission that is caused by fuel wall application.
  • the jet-guided processes do not have this fundamental disadvantage, but the control of the mixture formation is much more complex and more sensitive to tolerances: the jet speed and length must be adapted to every load situation, which requires a sophisticated adjustment of the injection process.
  • the air-guided processes require an intensive, easily controllable swirl movement of the purge air during the mixture formation in the combustion chamber. In principle, this means that the wall application of the fuel or the modulation of the injection profile at high injection pressure can be relativized.
  • the usual flow conditions during the gas exchange allow a rather low flow intensity, which cannot act as the sole carrier of the mixture formation.
  • the object of the invention is therefore to overcome the disadvantages of the known prior art.
  • the aim is to achieve a technical solution which, with relatively little control effort and largely without adaptation to the combustion chamber, provides the conditions for sufficient fuel distribution to the air in a controllable manner Area of the combustion chamber, if possible without fuel contact with a combustion chamber wall for every load / speed combination.
  • the solution to be developed is intended to optimize the fuel distribution in the combustion air and to avoid the formation of liquid fuel cores. This mixture formation should be able to be carried out in a selectable area of the combustion chamber without any fuel contact with a combustion chamber wall.
  • the desired solution should also allow the intimate formation of fuel-air mixtures while avoiding considerable fuel contacts with a combustion chamber wall, if possible, for any practically relevant load-speed combination.
  • the mixture formation and combustion process for heat engines with direct fuel injection is characterized in that essentially two or more injection nozzles are provided per combustion chamber - which are preferably designed as multi-hole nozzles or peg nozzles - the fuel jacket surface partially or completely formed by each nozzle the lateral surfaces of the penetrates further nozzles at a certain angle and with a certain assignment of the axis of symmetry. If the flow cross section of a nozzle remains unchanged, the atomization quality remains unchanged.
  • the fuel jacket surfaces - which occur as a continuous surface in multi-hole nozzles and as a continuous surface in pintle nozzles - are generally diffusor-shaped - as a hollow cone - with an air core in the middle.
  • the axes of symmetry of the fuel jacket surfaces are brought together by two or more nozzles in a projection inside or outside the combustion chamber. This causes the hollow cones to meet in the combustion chamber, the fuel drops of the threads or the surfaces of different hollow cones meeting on elliptical lines and forming a fuel jacket, i.e. the fuel concentration is increased in this area.
  • the collision of the fuel jets from different nozzles causes a significant delay in the drop speed, which essentially prevents the jets from striking a wall of the combustion chamber.
  • the method is characterized in that the self-contained fuel surface with Air core is formed by the angle of incidence of the axes of symmetry of two or more nozzles in a certain zone of the combustion chamber, preferably in the vicinity of the spark plug in a gasoline engine and in the middle of the combustion chamber in a diesel engine.
  • air throttling devices can be dispensed with when using the procedure in gasoline engines due to the charge stratification that has been implemented, or the regulation of the air supply can take place largely independently of the regulation of the fuel supply, since an air space is formed outside the fuel jacket, which combusts the combustion of the fuel not directly affected. As a result, a variable air ratio is created outside the fuel jacket in the rest of the combustion chamber.
  • the self-contained fuel surface with an air core remains in the same position in the combustion chamber, even if the jet length changes, which can occur due to a variation in the injection quantity. On the other hand, this position can hardly be influenced by the air flow. The position of the resulting fuel surface is largely dependent on the load and speed.
  • the resulting fuel surface is created by a combined use of multi-hole and pin nozzles.
  • the axes of symmetry of the flows of two nozzles each are in one Combustion chamber in different levels - for example in parallel levels.
  • the likelihood of a slight axis offset further reduces the likelihood of drops from different flows colliding. This creates a movement of the fuel on the surface formed, which further promotes the mixture formation.
  • the fuel outflow from each nozzle is characterized by a swirl around its own axis of symmetry before the rays strike it. This results in both a more complex form of the resulting closed fuel surface with an air core and a certain speed distribution of the fuel on this surface. This further promotes mixture formation and combustion.
  • FIG. 3 shows a closed fuel surface with an air core in a combustion chamber as a result of the coincidence of two injection jets
  • Fig. 7 Representation of the meeting of two hollow cone-shaped fuel rods 1.11 ms after the start of injection
  • Fig. 8 Representation of the meeting of two hollow cone-shaped fuel rods 1.38 ms after the start of injection with formation of the fuel jacket and the enclosed air core;
  • Fig. 9 Representation of the meeting of two hollow-cone-shaped fuel rods 1.66 ms after the start of injection with formation of the fuel jacket and the enclosed air core.
  • a closed fuel jacket 6 with an air core 6 enclosed by it is prepared for the combustion chamber 2 of a multi-cylinder gasoline engine, in that the fuel is injected directly into the combustion chamber through two injection nozzles 1 and 1a, with the axes of symmetry the flows of both injection nozzles have different angles and meet at one point.
  • the fuel jacket surfaces from the two nozzles according to FIGS. 7-9 meet approximately in the middle of the combustion chamber. Due to the fact that the fuel jacket surface of each nozzle is designed as a hollow cone, this crossing of both flows results in a self-contained fuel surface, which includes an air core 7 as a fuel jacket 6.
  • the fuel surface of the fuel jacket 6 is located at a location in the immediate vicinity of the spark plug 4.
  • the injection nozzles can be placed in such a way that the axes of symmetry of the flows have different angles in horizontal and vertical projection.
  • a suitable combination of the jet angle and the axis position of each nozzle makes it possible to inject the fuel even with the intake valves open, without direct contact of the injection jet with a valve.
  • Such an extension of the mixture formation time into the gas exchange phase is particularly advantageous for direct injection in engines with a particularly high speed.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Feeding And Controlling Fuel (AREA)

Abstract

L'invention vise à mettre au point une solution permettant d'optimiser la répartition de carburant dans l'air de combustion et à éviter la formation de noyaux liquides de carburant. A cet effet, dans des moteurs thermiques à injection directe de carburant à travers deux injecteurs ou davantage par chambre de combustion, les surfaces extérieures du carburant sont formées en partie ou en totalité par chaque injecteur, de manière à s'interpénétrer en sens inverse. La formation du mélange est influencée par le choix d'un angle déterminé et par l'attribution des axes de symétrie. Des zones d'application préférées sont les moteurs à un seul cylindre ou à plusieurs cylindres à allumage commandé et à allumage par compression à injection directe de carburants classiques et substitutifs au moyens d'injecteurs à plusieurs trous et d'injecteurs à téton.
PCT/DE2002/002823 2001-08-02 2002-08-01 Procede de formation de melange et de combustion pour moteurs thermiques a injection directe du carburant WO2003014559A1 (fr)

Priority Applications (5)

Application Number Priority Date Filing Date Title
US10/485,753 US20060054130A1 (en) 2001-08-02 2002-08-01 Mixture formation and combustion method for heat engine with direct fuel injection
DE50208798T DE50208798D1 (de) 2001-08-02 2002-08-01 Gemischbildungs- und brennverfahren für wärmekraftmaschinen mit kraftstoff-direkteinspritzung
DE10293557T DE10293557D2 (de) 2001-08-02 2002-08-01 Gemischbildungs- und Brennverfahren für Wärmekraftmaschinen mit Kraftstoff-Direkteinspritzung
JP2003519256A JP2004537004A (ja) 2001-08-02 2002-08-01 直接燃料噴射式熱機関のための混合気の形成および燃焼方法
EP02794492A EP1412634B1 (fr) 2001-08-02 2002-08-01 Procede de formation de melange et de combustion pour moteurs thermiques a injection directe du carburant

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10137469.0 2001-08-02
DE10137469 2001-08-02

Publications (1)

Publication Number Publication Date
WO2003014559A1 true WO2003014559A1 (fr) 2003-02-20

Family

ID=7693845

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2002/002823 WO2003014559A1 (fr) 2001-08-02 2002-08-01 Procede de formation de melange et de combustion pour moteurs thermiques a injection directe du carburant

Country Status (6)

Country Link
US (1) US20060054130A1 (fr)
EP (1) EP1412634B1 (fr)
JP (1) JP2004537004A (fr)
AT (1) ATE346234T1 (fr)
DE (3) DE50208798D1 (fr)
WO (1) WO2003014559A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2883046A1 (fr) * 2005-03-14 2006-09-15 Renault Sas Configuration optimisee d'injecteurs de carburant dans une chambre de combustion pour moteur
US8534262B2 (en) 2007-12-13 2013-09-17 Ihi Corporation Fuel injection method for diesel engine and diesel engine

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2009167878A (ja) * 2008-01-15 2009-07-30 Hitachi Ltd ガソリンエンジン
JP6568808B2 (ja) * 2016-01-29 2019-08-28 日立オートモティブシステムズ株式会社 燃料噴射弁の制御装置
JP2017207011A (ja) * 2016-05-19 2017-11-24 日立オートモティブシステムズ株式会社 内燃機関制御装置

Citations (4)

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Publication number Priority date Publication date Assignee Title
DE288507C (fr) *
US4811708A (en) * 1987-01-31 1989-03-14 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Combustion space for a reciprocating piston internal combustion engine
JPH10176628A (ja) * 1996-12-13 1998-06-30 Toyota Motor Corp 筒内噴射式火花点火機関
EP1088971A2 (fr) * 1999-10-01 2001-04-04 Volkswagen Aktiengesellschaft Moteur à combustion à allumage commandé et procédé pour former le mélange dans la chambre de combustion

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USRE21750E (en) * 1941-03-11 Internal combustion engine
US1517015A (en) * 1917-12-10 1924-11-25 Price Engine Corp Oil engine
US1553816A (en) * 1924-01-28 1925-09-15 Fulton Iron Works Company Internal-combustion engine
US1544524A (en) * 1924-12-22 1925-06-30 Falk Corp Oil engine
US1966223A (en) * 1927-07-09 1934-07-10 Gen Electric Internal combustion engine
US2305801A (en) * 1939-09-04 1942-12-22 Wiebicke Paul Nozzle assembly for diesel motors
US4924828A (en) * 1989-02-24 1990-05-15 The Regents Of The University Of California Method and system for controlled combustion engines
RU2365779C2 (ru) * 2005-03-18 2009-08-27 Тойота Дзидося Кабусики Кайся Двигатель с впрыском топлива двумя форсунками

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE288507C (fr) *
US4811708A (en) * 1987-01-31 1989-03-14 Dr. Ing. H.C.F. Porsche Aktiengesellschaft Combustion space for a reciprocating piston internal combustion engine
JPH10176628A (ja) * 1996-12-13 1998-06-30 Toyota Motor Corp 筒内噴射式火花点火機関
EP1088971A2 (fr) * 1999-10-01 2001-04-04 Volkswagen Aktiengesellschaft Moteur à combustion à allumage commandé et procédé pour former le mélange dans la chambre de combustion

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
PATENT ABSTRACTS OF JAPAN vol. 1998, no. 11 30 September 1998 (1998-09-30) *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2883046A1 (fr) * 2005-03-14 2006-09-15 Renault Sas Configuration optimisee d'injecteurs de carburant dans une chambre de combustion pour moteur
US8534262B2 (en) 2007-12-13 2013-09-17 Ihi Corporation Fuel injection method for diesel engine and diesel engine

Also Published As

Publication number Publication date
US20060054130A1 (en) 2006-03-16
DE50208798D1 (de) 2007-01-04
JP2004537004A (ja) 2004-12-09
DE10235320A1 (de) 2003-04-30
EP1412634A1 (fr) 2004-04-28
DE10293557D2 (de) 2004-07-01
ATE346234T1 (de) 2006-12-15
EP1412634B1 (fr) 2006-11-22

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